Derailing-switch.



No. 853,270. l, PATENTED MAY 14, 1907. H. c. sTIPP.

DERAILIN-G SWITCH. APPLIUATION FILED AUG. e. 1906.v

8 BHEBTB-SHEET 1.

1HE NaRRls PETERS co., wAsHlNQruN. n. cA

PATENTED MAY 14, 1907.

H. G. STIFF.

DERAILING SWITCH.

APPLIOATION FILED AUG. a. 190e.

3 SHEETS-SHEET 2.

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Wl TNESSES 1H: NcRms FEERs cn., WAsHINaIoN, n. c.

PATENTE!) MAY 14, 1907.

E. c. STIP?. DERAILING SWITCH.

yAPPLICATION FILED AUG. 6, 1906.

3 'SHEETS-SHEET 3.'`

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1HE NoRRls IIIT STATES rn'r enrich.

HENRY CHARLES STIFF, OF JOHN STOWN PENNSYLVANIA, ASSIGNOR TO THE LORAIN STEEL COMPANY, A CORPORATION OF PENNSYLVANIA.

DERAlLlNGP-SWITCH.

`Specifieaton of Letters Patent.

Patented May 14, 1907.

Application led August 6, 1906. Serial No. 329,274.

.T0 @ZZ whom it' may concern:

Be it known that I, HENRY CHARLES STIFF, of Johnstown, in the county of Cambria and State of Pennsylvania, have invented a new and useful Improvement in Derailing-Switches, of which the following is a full, clear, and eXact description, reference being had to the accompanying drawings, which form a part of this specification.

My invention has relation to certain new and useful improvements in railroad derailing switches, and is designed to normally hold the switch open so as to derail the car or train before it reaches the crossing or the danger point, unless manually held closed by the operator, and as soon as the operator releases the switch lever, the switch will automatically open.

My invention also consists in the novel construction, arrangement and combination of parts, all substantially hereinafter described and pointed out in the appended claims, reference being had to the accompanying drawings, in which Figure 1, is a plan view of my improved switch 5 Fig. 2 is a sectional view on the line II-II of Fig. 1, showing the switch open; Fig. 3 is a similar view with the switch closed Fig. 4 is a sectional view on the line IV-IV of Fig.. 1; Fig. 5 is a sectional view on the line V-V of Fig. 1 Fig. 6 is a sectional view on the line VI-VI of Fig. 4, showing the spring, the rod, and its appurtenances.

In the drawings, 1 and 2, designate the main rails, the rail 1 being a straight or through rail, while the rail 2 is curved from the point of the switch.

Placed between the rails 1 and 2, is the straight rail 3, to which is secured the point rail 4 5 and when the point rail 4 is held in contact with the rail 2, the rails 1, 3, and the point rail 4, are at the proper gage to carry the car along the straight Itrack. But when the point rail is in its normalposition, namely the position shown in Figs. 1 and 2, the car wheels would be directed along the rail 2, and the flanges of the wheels on this rail would strike the inner side of the point rail 4, thereby withdrawing the wheels from the rail 1, and consequently derail the car. The point rail 4, when in its open position7 is braced in order to receive the thrust of the flanges of the `wheels when derailing by means of the the rod 5 attached to this rod 5 is the yoke 6 5 seated in one side of this yoke 6 is the flanged bushing 7 g and 8 is a flanged bushing seated in the other end of the yoke 6. Passing through the bushings 7 and 8, and pivotally connected to the link 10, is the rod 9. The other end of the rod 9 is provided with the adjusting nut 11, and the -iam nut 12.

Pivotally connectedto the bracket 13, is the bell-crank switch lever 14. The short arm of the bell crank 14 projects down in line of the link 10, and is provided with a pin which passes through the slot 15 in said link.

Secured to the point rail 4, is the bracket 16. This bracket 16 is pivotally connected to the rod 9. Therefore, any movement of the rod 9, is transmitted to the switch point 4. Coiled around the rod 9, and interposed between the bushings 7 and 8, is the spring 17. The spring 17 always retains the bushing 7 in contact with the yoke 6, while the nuts 11 and 1'2 are advanced sufficiently on the rod 9 to hold flange of the bushing 8 from contacting with the yoke. Therefore, the rod 9 is always under the tension of the spring 17.

lVhen the bell-crank switch lever 14, is in the position shown in Figs. 1 and 2, it is retained in this position by the locking device 19, which can be of any of the well-known switch lever locking devices.

The operation is as follows :dVVhen the car or train, approaches the switch, and the operator wishes the car or train to go ahead on the track, he raises the lever 14, draws the switch point 4 against the rail 2, through the medium of the link 10, and the rod 9, (see Fig. 3) the withdrawing of the rod compressing the spring 17 still farther. As soon as the operator allows the switch lever 14 to drop, the spring 17 will withdraw the switch point 4 from the rail 2, thereby setting the switch for the derailment of the next car or train, as herein before described.

If a car or train should run in the reverse manner, as shown by the dotted arrow in Fig. l, the flanges of the wheels on the rail 3, and the switch point 4, would force the switch point 4 over against the rail 2, and with it the rod 9, and link 10. The slot 15 of the link 10, would merely'slide along the pin in the short arm of the bell-crank switch lever 14, the

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spring 17 returning the switch point to its normal position as soon as the last wheels pass the point. l

Having thus described my invention, what I claim as new7 and desire to secure byLetters Patent is l. In a derailing switch, a continuous rail, a second rail, a portion of its length being parallel to thecontinuous rail and a portion at an angle thereto, a third rail a portion of its length being parallel to the iirst mentioned rail, and a switch point secured thereto to close the gap between the second and third rail when manually held in the closed position.

2. In a derailing switch, a continuous rail, a second rail7 a portion of its length being parallel to the continuous rail, and a portion at an angle thereto, a third rail a portion of `its length being parallel to the first mentioned rail and a switch point secured thereto, to close the gap between the second and third rail when manually held in the closed position, and mechanical means to open said switch when the switch lever is released.

3. In a derailing switch7 a continuous rail, a second rail having a parallel and an angular portion with relation to the first mentioned rail, and a movable switch point connected to a mechanically operated Arod to hold said switch open, in combination with a switch lever and a slotted link connection between said rod and switch lever.

4. A derailing switch having three rails, one of which is movable7 and normally held 1n derailing position, the movable rail being connected to a'rod to hold said switch open, in combination with a switch lever and a slotted link connection between said-rod and switch lever.

In testimony whereof, I have a'HiXed my signature in presence of two witnesses.

HENRY CHARLES STIFF.

Witnesses:

L. OCONNELL, H. W. SMITH. 

